Lubricating device



May 13, 1941.

E. A. WlNFlELD LUBRICATING DEVICE Filed Nov. 28, 1938 ATTORNEY:

Patented May 13, 1941 LUBRICATING DEVICE Edward A. Winfield, Los Angeles, Calif., assignor to George H. Gallineau, San Francisco, Calif.

Application November 28, 1938, Serial No. 242,667

9 Claims.

This invention relates to lubricators especially intended for the lubricating of the valve stems and cylinder walls of internal combustion engines.

In the operation of internal combustion engines, whether of the stationary or portable type, it is well known that during the period which it takes to start and warm up an engine there is a lack of lubricant between the piston and the walls of the cylinder, and that this condition is aggravated particularly in cold weather as the use of the choke valve causes the introduction of considerable quantities of raw gasoline which has a tendency to dilute and wash away the small amount of lubricant remaining on the walls of the cylinders from the time the engine was last operated, thereby causing excessive Wear during the starting period.

The purpose of the present invention is to provide means for introducing a lubricant with the incoming fuel charge so as to permit direct application of the lubricant to the surface of the cylinder at the moment, and during the period, of starting; further, to provide means whereby the quantiy of lubricant introduced will be at a maximum for a predetermined period and then automatically reduced to a minimum so as to insure a quantity of lubricant during the starting period, which, if anything, might be termed more than ample, and thereafter regulated to a smaller quantity as condition or varying types of engines may demand.

The lubricator is shown by way of illustration in the accompanying drawing in which- Fig. 1 is a central vertical section of the same; and

Fig. 2 is a central vertical section of the dashpot mechanism showing the position-assumed by the same after the engine has started and is runmng.

Referring to the drawing in detail, and particularly Fig. 1, A indicates a jar or container of suitable shape and capacity. Disposed at the upper end thereof,.and forming a closure for the jar, is a head member B. The container forms a receptacle for oil or lubricant to be supplied to the motor, and this oil is removed by suction or vacuum action as will hereinafter appear.

The head is provided with five passages indicated at 2, 3, 4, 5 and 8. The passage 2 connects the combination filling and venting tube 1. The

passage 3 forms a connection between the exterior of the jar and a chamber 8 formed on top of the head exterior of a glass dome or cap 9 which is secured to the head by a flange l0 and nuts II. A check valve I2 is disposed in the passage 3 and its operation is controlled by a spring I3 and an adjusting screw 1 4.

The passage 4 connects with the chamber 8 at one end and at the opposite end with a tube or pipe l5 which is connected with the intake manifold of an internal combustion engine not shown. The passages 5 and B extend through a stem 16 projecting downwardly from the head into the jar, the passage 5 connecting the chamber 8 with the oil supply in the jar through means of a bypass l1, while the passage 6 connects chamber 8 with a lower side of a diaphragm Hi. This diaphragm is mounted in a head member I 9 formed on the lower end of the stem, said head having an interior chamber formed therein which is divided into an upper chamber 20 and a lower chamber 2| by means of the diaphragm. Secured to the diaphragm and extending upwardly therefrom is the stem 22, and formed on the upper end of the stem is the reduced portion 23, and above that a regulating plug 24. This plug operates in a chamber 25, at the upper end of which is mounted a check valve 26. The diaphragm, together with the stem 22 and the regulating plug 24 carried thereby, is normally held in the elevated position shown in Fig. 1 by means of a spring 21, but when vacuum is applied through the passage 6, as will hereinafter be described, the diaphragm will move downwardly against the tension of the spring 21 and will assume the position shown in Fig. 2, while the upper chamber 20 will be filled with oil which enters through a check valve 28 and a tube 29.

In actual operation, and assuming that the jar is partially filled with oil, the. following operations will take place the moment the engine is started. Such starting brings about a partial vacuum in the chamber 8 due to the connection formed by the tube l5 between said chamber and the intake manifold in the engine. The moment the partial vacuum exists in chamber 8, oil will be drawn from the source of supply, or the jar, upwardly through the passage I! and 5, and the oil will thus discharge in a stream through the goose-neck extension shown at 30 in Fig. 1 into the chamber from where it is immediately sucked out and passed through the tube l5 into the intake manifold where the oil will mix with the incoming fuel charge and will be sprayed or applied to the walls of the cylinder.

The dash-pot mechanism is so constructed that a predetermined amount of oil will fiow upwardly through the passages 5 and IT during the period which is required to start and warm up the motor, as conditions may demand. The

induction of the proper quantity of oil duringthis period insures ample lubrication of the cylinder walls while the regular lubrication system is ineffective, but shortly after the engine has started the quantity of lubricant delivered should be materially reduced, as the regular lubricating system of the engine should, supply the quantity required thereafter. The flow of oil is accordingly very materially reduced after the starting period is completed, and may be entirely cut off if desired. This automatic shutting off of the oil is accomplished by the movement of the diaphragm shown in Fig. 1 to its lowermost position as shown in Fig. 2, asduring this movement it shifts the regulating plug 24 from a, position of free flow as shown in Fig. 1 to a reduced or cut-off fiow as shown in Fig; 2. If it is desired to shut the flow off entirely, plug 24 will fit snugly in the passage in which it travels and will thus shut 01f the flow through the by-pass passage 11. On the other hand, if a small quantity of oil is desired after the starting period is completed, the plug will be provided with a slight clearance so as to permit a small or regulated flow to pass.

The diaphragm is moved from its uppermost to its lower position by vacuum, and it commences this downward movement the moment suction or vacuum is applied. The suction is applied to the lower diaphragm chamber or the lower section 2|, when the motor or engine is started, and the movement of the diaphragm from its upper to its lower position would be almost instantaneous unless the movement is controlled. Such control is provided by the restricted hole in the tube 29, this hole being of a size that retards the downward movement of the diaphragm as desired by controlling the oil flow into the upper diaphragm chamber. Hence a comparatively liberal quantity of oil is supplied to the engine during the starting period, and this liberal supply will continue until the-diaphragm reaches its lowermost position, the time required for movement being regulated by the size of the hole in tube 29. After the engine has been in operation and is shut off, the vacuum no longer exists in the Iubri'cator, .and consequently no oil will be delivered to the chamber 8, and no vacuum willexist under the diaphragm. Hence the pressure of the spring 21 will force the diaphragm back to its elevated position. This movement is also controlled and delayed as the oil which entered the upper chamber 2!! will have to be expelled. Since the check valve in 28 prevents the discharge. of oil through tube 29, the time i required to exp'ell this oil is regulated in this instanceby the clearance between the stem 22 and the passage in which it travels; that is, as upward pressure is exerted upon the diaphragm by means of the spring 21 oil will be gradually forced upward between the passage and the stem 22 and .this oil will be returned to the jar through by-pass I]. By varying the clearance or length of seal between the stem 22 and its passage, any time period desired maybe obtained. Delay is important, asya person may only momentarily stop his motor, and during the momentary stop, the diaphragm will not have an opportunityto return to its uppermost positionpfor instance, the delay period may be made anything from a few minutes to several hours if desired, and hence, if the motor has been running and is warm, and is only momentarily stopped, there is no reason for supplying an excess of lubricating oil when the motor is again started. For this reason the delay period should be considerable. Again such a delay period is important if there are conditions of operation when the vacuum in the manifold may be so low as to be insufficient to overcome the pressure of-the spring 21. Such conditions seldom exist for very long periods of time, and are under most conditions only momentary. Be that as it may, the excess supply of lubricant is only essential when the motor is cold and there is a chance of washing away the oil film on the cylinder walls with the raw gasoline injected. Hence, an excess supply of lubricant should be avoided under all other conditions, and is avoided by the delay return action of the diaphragm.

It was previously stated that the control plu 24 could be varied in diameter so as to either completely shut off the fiow of oil when it assumes the position shown in Fig. 2, or that it might be slightly reduced in diameter so as to permit a controlled lesser flow. Other means are also provided as a means for regulating the flow during either period, that is, the period of greater flow or the period of lesser fiow. This means is the check valve l2. Inasmuch as the passage 3 forms the connection between the chamber 8 and the jar, it is obvious that the tension of the spring L3 is regulated by means of the screw I4, and it becomes possible to apply greater or lesser pressure on the check valve so'that when the vacuum in the chamber 8 increases beyond a certain point, the check valve will open and permit air to pass from the jar into the chamber, thereby maintaining a substantially constant vacuum in the chamber 8, regardless of fluctuations in the tube l5 or the manifold of the engine.

The tube 1 previously referred to normally functions as a vent tube; that is, atmospheric pressure is maintained in the jar above the oil, as air is necessary to permit regulation of the degree of vacuum maintained in the chamber '8, and air is also necessary to prevent the building up of a vacuum on top of the oil in the container as it is gradually being withdrawn. Inasmuch as the tube 1 is open, atmospheric pressure will be maintained on top of the oil. This tube, however, may also serve another function, to-wit, to refill the jar when empty or partially empty, this being accomplished by merely inserting the lower end of the tube 1 in a suitable source of oil supply. As long as the lower end of the tube remains submerged, the vacuum produced within the jar will cause a flow through pipe 1 into the jar and this flow is stopped by merely lifting the tube 1 out of the suorce of supply, or lowering said source of supply with relation thereto. The check valve shown at 26 is merely provided for the purpose of preventing complete drainage of the oil in the passage 5 when the device is not in use.

While this and other features of the present invention have been more or less specifically described and illustrated, I wish it understood that changes may be resorted to within the scope of the appended claims, and that the materials and finish of the materials employed may be such as the manufacturer may decide, or varying conditions or uses may demand.

Having thus described my invention, what I claim and desire to secure by Letters Patent is 1; A mechanism for lubricating an internal combustion engine having an intake manifold comprising a container for oil, a conduit forming a connection between the manifold and the container to apply a partial vacuum thereto and to provide a passage whereby oil is drawn by the vacuum to the manifold, a valve to control the flow of oil from the container to the manifold, said valve adapted to assume one position permitting a predetermined rate of flow and a second position'where the flow is reduced, vacuum actuated means for actuating the valve, and other means for retaining the valve in the position of reduced flow for a predetermined period after the engine is stopped.

2. A mechanism for lubricating an internal combustion engine having an intake manifold comprising a container for oil, a conduit forming a connection between the manifold and the container to apply a partial vacuum thereto and to provide a passage whereby oil is drawn by the vacuum to the manifold, a valve to control the flow of oil from the container to the manifold, said valve adapted to assume one position permitting a predetermined rate of flow and a second position where the flow is reduced, a vacuum actuated dash-pot mechanism by which the valve is operated, said dash-pot mechanism connected with the valve and holding the valve in the position of predetermined flow for a predetermined time when the engine is started and moving the valve to the position of reduced flow thereafter, and means retaining the dash-pot mechanism in the latter position for a predetermined time after the engine stops.

3. A mechanism for lubricating an internal combustion engine having an intake manifold comprising a container for oil, a conduit extending substantially to the bottom of the container and forming a connection between the manifold and container to apply a partial vacuum thereto and to provide a passage whereby oil is drawn by vacuum to the manifold, a housing within the container on the lower end of the conduit, said housing having a chamber formed therein, a movable member in said chamber, a valve connected with said movable member to regulate the flow of oil through the conduit, a spring normally maintaining the movable member and valve in a position where a liberal flow of oil is maintained, and means for applying a partial vacuum to the movable member to move it together with the valve to a position where the flow of oil is materially reduced.

4, A mechanism for lubricating an internal combustion engine having an intake manifold comprising a container for oil, a conduit extending substantially to the bottom of the container and forming a connection between the manifold and container to apply a partial vacuum thereto and to provide a passage whereby oil is drawn by vacuum to the manifold, a housing within the container on the lower end of the conduit, said housing having a chamber formed therein, a movable member in said chamber, a Valve connected with said movable member to regulate the flow of oil through the conduit, a spring normally maintaining the movable member and valve in a position where a liberal flow of oil is maintained, means for applying a partial vacuum to the mvable member to move it together with the valve to a position where the flow of oil is materially reduced, and means for controlling the movement of the movable member and valve when actuated by the partial vacuum, so that the liberal flow of oil may be maintained for a predetermined period.

5. A mechanism for lubricating an internal combustion engine having an intake manifold comprising a container for oil, a conduit extending substantially to the bottom of the container and forming a connection between the manifold and container to apply a partial vacuum thereto and to provide a passage whereby oil is drawn by vacuum to the manifold, a housingwithin the container on the lower end of the conduit, said housing having a chamber formed therein, a flexible diaphragm in said chamber, a valve connected with said diaphragm to regulate the flow of oil through the conduit, said diaphragm actuated valve adapted to assume two positions, one position permitting a liberal flow of oil, and a second position where the flow is materially reduced, a spring normally maintaining the diaphragm and valve in the first position, and means for applying a partial vacuum to the diaphragm to move it together with the valve to the second position.

6. A mechanism 'for lubricating an internal combustion engine having an intake manifold comprising a container for oil, a conduit extending substantially to the bottom of the container and forming a connection between the manifold and container to apply a partial vacuum thereto and to provide a passage whereby oil is drawn by vacuum to the manifold, a housing within the container on the lower end of the conduit, said housing having a chamber formed therein, a flexible diaphragm in said chamber, a valve connected with said diaphragm to regulate the flow of oil through the conduit, said diaphragm actuated valve adapted to assume two positions, one position permitting a liberal flow of oil, and a second position where the flow is materially reduced, a spring normally maintaining the diaphragm and valve in the first position, means for applying a partial vacuum to the diaphragm to move it together with the valve to the second position, and means for controlling the movement of the diaphragm and valve from the first to the second position so that the liberal flow of oil may be maintained for a predetermined period.

7. A mechanism for lubricating an internal combustion engine having an intake manifold comprising a container for oil, a conduit extending substantially to the bottom of the container and forming a connection between the manifold and container to apply a partial vacuum thereto and to provide a passage whereby oil is drawn by vacuum to the manifold, a housing within the containeron the lower end of the conduit, said housing having a chamber formed therein, a fiexible diaphragm in said chamber, a valve connected with said diaphragm to regulate the fiow of oil through the conduit, said diaphragm actuated valve adapted to assume two positions, one position permitting a liberal flow of oil, and a second position where the flow is materially reduced, a spring normally maintaining the diaphragm and Valve in the first position, means for applying a partial vacuum to the diaphragm to move it together with the Valve to the second position, and means for controlling the movement of the diaphragm and valve from the first to the second position so that the liberal flow of oil may be maintained for a predetermined period, said means also resisting return of the diaphragm and valve to the first position when the diaphragm is relieved of the partial vacuum, and thereby causing a predetermined time interval to elapse before the valve may return from the second back to the first position.

8. A mechanism for lubricating an internal combustion engine having an intake manifold comprising a container for oil, a conduit forming a connection between the manifold and the container to apply a partial vacuum thereto and to provide a passage whereby oil is drawn by the vacuum to the manifold, a valve in said passage, a vacuum actuated dash-pot mechanism connected with the valve to regulate the flow of oil so that it flows at a predetermined rate and for a predetermined time when the engine is started and thereafter reduces the flow to a lesser rate, and means for maintaining a partial vacuum on said dashpot mechanism at all times when the engine is in operation to move the valve from the position of greatest flow to the position of least fiow and to maintain the valve in the last-named position until the engine is stopped.

9. A mechanism for lubricating an internal combustion engine having an intake manifold comprising a container for oil, a conduit forming a connection between the manifold and the container to apply a partial vacuum thereto and to provide a passage whereby oil is drawn by the vacuum to the manifold, a valve in said passage to regulate the flow of oil so that it flows at a predetermined rate and for a predetermined time when the engine is started and thereafter reduces the flow to a lesser rate, a housing, a diaphragm mounted therein to which the valve is connected, and means for maintaining a partial vacuum in the housing on one side of the diaphragm at all times when the engine is in operation to move the diaphragm and valve from the position of greatest to least flow and to maintain the valve in the last named position until the engine is stopped.

EDWARD A. WINFIELD. 

